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Ed had explained what one type of chargeable intraplant switch would be. In essence, if you change the remaining lineup of the track, then a switch charge is applicable. You could even move remaining cars from one door to the next as long as you didn't exchange spotting locations. For instance, consider a single track with 8 spotting locations, 1 thru 8 beginning at the closest to the switch. There are cars in spots 2, 3, 4, 6 and 7. The carrier arrives with a car that the customer wants at spot 4. At the same time, the customer wishes to pull the car presently in spot 4. Additionally, the customer would like the cars all coupled together in spots 8, 7, 6, 5 and 4. Since this did not change the lineup of the track other than to spot and pull, there is no chargeable switch. If the remaining cars had been moved around each other and respotted, then there would be a chargeable switch. This has complexity been a point of contention between the carriers and customers for years. Some undertand it and accomodate the charges and some never do. Other customers try to take advantage, especially if the encounter an inexperienced train crew. <br />Other types of chargeable intraploant switching would be from track to track in a larger facility. This would be done to complete loading or unloading. Line-haul rates include the spotting at one loading location and/or one spotting at the destination. A strict interpretation of this would be switching an extended load to an idler. Let me describe this to those who may not be familiar. An extended load is one that is too long for one car, such a bridge girder. In order for the car to be handled in the train, a flat car is provided to accomodate the extended end of the girder. If the loading spot can not accomodate the idler, the load has to be switched to it from the end that can be reached to complete loading---a strict definition of completing a load. Whether that is a chargeable switch has been the subject of heated conversations between carriers and customers. (As an aside to Ed, have you ever encountered that move and how was it handled?) At NS we ultimately created a rate that permitted that. It was indiginous to that customer at that location only. <br />Other chargeable intraplant switches could be at larger customer facilities, The customer may want something moved from one place in his plant to another. Since there would be no line-haul involved, there would be a chargeable switch. This has probably given you an idea of how complex switching can be, and believe me, we've only scratched the surface. <br />Once again, this post has become long. Next time as an adjunct to intraplant switching, let's talk about customers who perform some or all of their own moves. This activity is usually found in large operations such as steel mills, auto assembly plants, paper mills, etc. It's not limited to those, though. Have a safe day...gdc
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